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Old 02-03-2005, 04:23 PM   #26
clamdip
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Quote:
Originally Posted by blinguskahn
Clamdip,

In terms of Drag Racing, I like the raised rev limit mainly for my slow reflexes and pulling farther in 1st and 4th gears. It helps me stop from bouncing off the limiter as well.

that's a point. well i guess this is why i see it as it is in terms of power and everything. the stock WRX turbo has good low-end and mid-range punch, but anything after that is bogus. so, if i bumped my rev limit to 8K it would be pointless for me to even reach anything past 7K because power drops after 6500k and i mean you can actually feel it once the boost tapers.
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Last edited by clamdip; 02-03-2005 at 04:30 PM.
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Old 02-03-2005, 04:27 PM   #27
blinguskahn
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Quote:
Originally Posted by clamdip
Dude, have you driven the STi with the Subaru Short Throw Shifter option? I need all the help I can get!
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Old 02-03-2005, 04:33 PM   #28
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Quote:
Originally Posted by blinguskahn
Dude, have you driven the STi with the Subaru Short Throw Shifter option? I need all the help I can get!
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Old 02-03-2005, 04:40 PM   #29
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Quote:
Originally Posted by blinguskahn
Time with Limit: 2 months
Use: Street, Drag
Boost: 22ish

I rarely rev above 7K except on 1st and 4th. Sometimes I do in 3rd, but very rarely.
Preciate it. I assume you have a stock like power band. Mods?

Also, what bost are you running from 6.5 to 7.5k ?
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Old 02-03-2005, 06:09 PM   #30
blinguskahn
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Quote:
Originally Posted by javid
Preciate it. I assume you have a stock like power band. Mods?

Also, what bost are you running from 6.5 to 7.5k ?
Oh sorry, My power mods are:

FP Green
Perrin Injectors
Perrin FMIC
Perrin Inlet Hose
Perrin BigMAF Intake
Perrin Catless Downpipe
Greddy Evo 2 Cat Back (wheres the cat?)
GP Moto 4-2-1 Headers
AVC-R
ECUTek Reflash
Utec with WB o2 Tuner

And I am running roughly 1.45 bar at redline.
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Old 02-03-2005, 06:21 PM   #31
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Thank you sir.
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Old 02-03-2005, 06:22 PM   #32
blinguskahn
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Quote:
Originally Posted by javid
Thank you sir.
Oh and by the way, this is my last month with those mods. I have a CP block on the way and and FP Red going in.

Going to rev that sucker to 8K and make power.
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Old 02-03-2005, 06:25 PM   #33
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Quote:
Originally Posted by caryfd227
according to crawford performance the STOCK usdm sti can be safely reved to 8000 RPM with no adverse affects... Now, obviously you wont make any power at that level without mods.
this is interesting....

where did you see the info and do you have a link for that?

i am really interested in finding out that so next time i won't be THAT worry if i down shifted to the wrong gear
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Old 02-03-2005, 06:25 PM   #34
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Keeping the STi heads, I talked it over with crawford and he said they are pretty good. And honestly I dont have the 1500 or more to drop into the heads right now lol. I am going with a gt35r. We are shooting for 450 whp on pump and more on race gas.

Dan

Quote:
Originally Posted by javid
dlowman: excellant, I know your getting the S3 shortblock, what heads and turbo?
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Old 02-03-2005, 06:28 PM   #35
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by the way Crawford mentioned you can rev the Stock STi to 8k with out a problem.
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Old 02-03-2005, 06:31 PM   #36
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Quote:
Originally Posted by caryfd227
according to crawford performance the STOCK usdm sti can be safely reved to 8000 RPM with no adverse affects... Now, obviously you wont make any power at that level without mods.
i could have sworn they or axis said 7k but w/ a balanced crank 8
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Old 02-03-2005, 06:35 PM   #37
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different engine builders are going to say different things I am sure. But Crawford strikes me as a conservative person. He said the 8k limit on his forums on his website.
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Old 02-03-2005, 08:06 PM   #38
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Do they Make aftermarket performance Cams for the 04-05 STI I would love to get my hands on those, How much performance gain would you see from aftermarket cams in a
STI with basic mods like!!!
air-intake
utec
fmic
800cc injectors
turbo
boost controller

please get back to me on this
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Old 02-03-2005, 08:08 PM   #39
blinguskahn
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You can use Jun cams but will not have AVCS. I am following crower's beta tester on their 264 that will be fully avcs compatible.
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Old 02-03-2005, 08:10 PM   #40
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I would go with crower before jun. As for gains well that would depend on the exact cam grind and your exact set up... and even then it would be mostly guesses. They let you make power up there, but you should also look into a port job if you want to make power up top... and a rather large turbo.
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Old 02-03-2005, 09:17 PM   #41
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Quote:
Originally Posted by blinguskahn
You can use Jun cams but will not have AVCS. I am following crower's beta tester on their 264 that will be fully avcs compatible.
Cams with AVCS... sweet. Hope they make some 272, dem dar 264 are fer sisy-boys.
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Old 02-04-2005, 12:36 AM   #42
xephyr
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Redline: 7500
Hp range: 400-450 whp between 5000-7000, drops below 400 at 7000 (and continues to fall off quickly)
Miles on motor: 20000+
Time spent above 7000: varies.

On the street, I rev to 7500 only when shifting from 1st to 2nd, mostly due to gear ratios, and attempting to keep the engine in the powerband on the upshift. In the other gears, I'll sometimes rev to 7200-7300, mostly in certain cornering situations. Basically, it's sometimes quicker just to stay in a gear and rev it out, instead of upshifting, and then downshifting again for the corner.

On the local track, I use the above stated strategy a lot; there are alot of corners where it's quicker to just stay in the gear i'm in, and just rev it out, instead of shifting through multiple gears.

My powerband starts to fall off at 6800, but really tanks after 7000. Probably has to do with poorer VE numbers of a big cylinder engine, flow characteristics of my heads, intake, etc, and my turbo. Currently looking at some turbo changes with my setup, and plan on expanding my powerband to the 5000-7500+ range, instead of the current 5000-7000 range.

Mark R
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Old 02-04-2005, 11:04 PM   #43
GotHP?
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YIKES! You guys who are revving over 7k on the stock valvetrain are crazy. I'd love to do that in AutoX - I hate bumping fuel cutoff!!! BUT there's a reason Subaru chose a 7k redline - valve spring surge and valve bounce. The dynamic stress in a valve spring increases with rpm, with 'spikes' at certain rpm's which are not necessarily at redline. i.e., max valve spring stress may be at 6400? Anyway redline is chosen because above that speed, the valvetrain stresses exceed acceptable levels. So you'll be fine revving to 7500 or 8000 for a while - maybe 20-30k miles even. Don't let a tuner say it's ok because they can't hear anything and power still looks smooth, etc. You ARE sacraficing longevity, case closed. And for all those who understand the risks of modding, that's ok I guess. Just don't be surprised and carry a cell phone.
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Old 02-05-2005, 12:15 AM   #44
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Actually, I think we should all be just as concerned about ripping the non-forged pistons off the rods. The one trashed STi motor we've seen actually ripped the gudgeon blocks out of the pistons.

I believe these motors are non-interference motors anyway, so even full valve float shouldn't hit the pistons. That said, Gothp is likely right about valvetrain longevity falling off with raised rev limits.

Siegel
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Old 02-05-2005, 08:41 AM   #45
xephyr
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Quote:
Originally Posted by GotHP?
YIKES! You guys who are revving over 7k on the stock valvetrain are crazy. I'd love to do that in AutoX - I hate bumping fuel cutoff!!! BUT there's a reason Subaru chose a 7k redline - valve spring surge and valve bounce. The dynamic stress in a valve spring increases with rpm, with 'spikes' at certain rpm's which are not necessarily at redline. i.e., max valve spring stress may be at 6400? Anyway redline is chosen because above that speed, the valvetrain stresses exceed acceptable levels. So you'll be fine revving to 7500 or 8000 for a while - maybe 20-30k miles even. Don't let a tuner say it's ok because they can't hear anything and power still looks smooth, etc. You ARE sacraficing longevity, case closed. And for all those who understand the risks of modding, that's ok I guess. Just don't be surprised and carry a cell phone.

yes you are correct. i actually have stock valve springs/cams/retainers for a reason; they are more reliable. i've had a custom set of dual springs before (ferrea) with titanium retainers, and had problems with cracking the springs into two pieces. this was on a bigger set of cams, with stainless valves, ported heads, and a 2.2L revving to 8000 all the time on higher boost than i'm using now. I've noticed that these aftermarket springs might tend to be stiffer, but more brittle. also, with the soft nature of titanium retainers, in combination with the stiff spring exerting massive pressures on the retainer/valve keepers, removing the valve keepers was a royal PITA, because they were literally imbedded in the soft titanium retainer. with my setup now, i've found that the stock springs are much more reliable, as far as breaking goes. also remember i'm using relatively low lift cams (stock), which helps in reliablity when revving. i have noticed on some inspections of springs both on my car and other people's, that under severe use (high revs, high engine temps) some of the stock springs will fatigue over time, and lose some of its pressure (20-50000 miles). but i have never seen one break, like the 'racing' springs. i've typically changed the springs every time i've had the engine out, when i've had any significant miles on them. i plan on doing this again sometime in the future.
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Old 02-05-2005, 08:56 AM   #46
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Originally Posted by Abe Froman


I think I agreed with him being a noob... I dont remember tho.

Either way its still fairly entertaining.

~v6
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Old 02-05-2005, 02:13 PM   #47
White 2.5rs
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thats weird xephyr i never had that problem w/ my setup <twe>
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Old 02-05-2005, 02:30 PM   #48
john banks
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I have an 8000 RPM valvetrain, and have spun my EJ257s to 7500, tempted to try 8000 RPM to keep the cylinder pressures down as I'm most worried of all about headgasket integrity. Recent tuning of mine on the 257 has been at lower boost with much more careful timing, but my 2.0 P1 heads don't have the edges of the combustion chamber blended in to suit the 2.5 bore, are you guys doing this?
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Old 02-05-2005, 07:12 PM   #49
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Quote:
Originally Posted by john banks
I have an 8000 RPM valvetrain, and have spun my EJ257s to 7500, tempted to try 8000 RPM to keep the cylinder pressures down as I'm most worried of all about headgasket integrity. Recent tuning of mine on the 257 has been at lower boost with much more careful timing, but my 2.0 P1 heads don't have the edges of the combustion chamber blended in to suit the 2.5 bore, are you guys doing this?
I know of some people who have smoothed out the corners/edges on 2.0 heads to match the 2.5 bore. supposedly it helps them a lot with detonation issues, i.e. let's them run somewhat 'normal' timing curves, instead of relatively retarded ignition advance.
Regarding headgaskets, are you guys adding the additional steel dowels to the bottom two corners of the blocks ( where the head bolt holes are, basically matching it to the top two corners) to help prevent head shifting? I know that cylinder 2/4 side of the block already has the holes machined out to accept the factory dowels (about $5 apiece), whereas the cyl 1/3 side requires some drilling to get the dowels to fit.

White 2.5 - yeah, the broken spring problem was a strange thing. I think my pressures were to high for what I needed, and were causing unnecessary stress. Seated pressures were 80 lbs, and full open valve was 160+ lbs.
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Old 02-06-2005, 06:31 AM   #50
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I'll look into that xephyr thanks!
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